Aeroplane.



J. T. SIMPSON.

ABROPLANE.

APPLICATION FILED AMM, 1910.

Patented Ma1225, 1913.

6 SHEETS-SHEET l.

Z2 we i0/ gm by d Attar eys.

Win/66366 M J. T. SIMPSON.

AEROPLANE.

APPLIGATION FILED APR. 5, 1910.

Batented Mar. 25, 1913.`

6 SHEETS-SHEET 2.

A ttorneys.

J. T. SIMPSON.

AEROPLANE.

APPLICATION FILED APRJS, 1910.

l ,@5 @844. l Patented Mar. 25, 1913.

6 SHEETS-SHEET 3.

i Inventor l j@ f f A ttorneyl.

J. T. SIMPSON.

AEROPLANB.

APPLICATION FILED 23.5, 1910.

lf@ Patented Mar.25,11913.

6 SHEETS-SHEET 4.

Winesses s nventor A Attorneys.

J. T. SIMPSON.

AEROPLANB.

' APPLIGATION FILED APR. 5, 1910.

Patented Mar. 25, 1913.

6 SEBETS-SHBET 5.

Witnesses ttarneys.

11.056.844. l/@fe J. T. SIMPSON.

AEROPLANE. APPLICATION FILED APR. 5, 1910.

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Patented Mar. 25, 1913.

6 SHEETS-SHEET 6.

A ttorneys.

JOHN THOMAS SIMPSON, or NEWARK, NEW JERSEY.

AEROPLAN E.

Speciication of Letters Patent.

Application led lApril 5, 1910. Serial No. 553,621.

To all 'whom t may concern Be it known that I, JOHN THOMAS SIMP- soN, a citizen of the United States, and residing in Newark, in the county of Essex and State of New Jersey, have invented a certain new and usefulAeroplane, of which the' following is a specification.

rIhe object I have in view is the production of an aeroplane, or heavier-than-air iying machine, which will have improvements in the frame, which will be rigid and light, the stabilizing devices of which will be simple, strong and effective, the steering devices of which will be improved, the balanc ing devices of which will be simplified and improved, p and the alighting devices of which will be improved and simplified.

Further objects relate to details of construction, as will more fully appear from the following speciication and accompanying drawings, considered together or separately.

, In the drawings: Figure 1 is a plan viewof an aeroplane embodying my invention, with the superposed plane removed. Fig. 2 is a side elevation of the same, showing-the superposed plane. Fig. 3 is a front view, with the superposed plane removed. Fig. 4 is an enlarged side elevation of the front end of the chassis. Fig. 4a is a cross-section of a modified form of frame. Fig. 5 is an enlarged side elevation of the rear end of the chassis. Fig. 6 is an enlarged plan/view of the same. Fig. 7 is a detail section Onthe line 7-7 of Fig. 6. Fig. 8 is a detail section on the line 8-8 Of Fig. 6, looking toward the rear. Fig. 9 isa detail section of the body. Fig. 10 is a'section on the line 10-10 of Fig. 9. Fig. 11 is a section onthe line 11-1l of the Fig. 9. Fig. 11a is a plan view of a modiiied form of structure. Fig. 12 is a detail section of the lateral stabilizing mechanism on the main plane. Fig. 13 is an enlarged detail of this mechanism. Fig.y 14 is a plan view of a portion of the flexible rack in this mechanism. Fig. 15 is a detail section of the lateral stabilizing mechanism on the rear plane. Fig. 1.6 is a plan view of the same. Fig.'17 is a section On the line 17-17 of Fig. 16. Fig. 17a is a section at right angles to Fig. 17. Fig. 18 is a plan view of half of the main plane, with the skin removed. Fig. 19 is a section on the line 19-19 of Fig. 18. Fig. 20 is a section on the line 20-20 of Fig. 18. Fig. 21 is a section on the line 21-21 of Fig. 18. Fig. 22

v filamentous Ctension members.

is a section on the line 22L-22'of Fi 18.

Patented Mar. 25, 1913.`

Fig. 23 is a section on the line 23-23 o Fig.

18. Fig. 24 is a front elevation of a modification using a rigid rack in the stabilizing apparatus.

In all of the views, like parts are designated by the same reference characters.

For clearness ofvunderstanding I will first describe the more general points of the embodiment of my invention chosen for illustration, and then will severally describe the various details in connection with the complete device. f

The apparatus, generally, comprises an open-work box-like frame or body, made up of tension and compression members, with This box-like body is supported upon wheels, so that' the forward impetus can be secured in launching and sothat the apparatus may alight and be brought to rest without accident. The body -is supplied with main supporting plane located at one extremity and with the balancing or adjusting plane located at the other.

I prefer, in practice, and I illustrate in the drawings, a construction in which the main supporting lane is in the front and the auxiliary an adjusting plane is in the rear, but it will be understood that the direction of travel of the apparatus in relation to the location of the planes is immaterial, as it may be so arranged as to movein the other direction, that is to say, with the main supporting plane in the rear (seefFig. 11a).

The main plane is mounted or supported in a fixed framework, arranged at the proper dihedral angle, and with a certain amount of lateral movement, by means of which lateral stability is secured.- The auxiliary or balancing plane has, in addition, a movement about a horizontal axis, so that the apparatus is made 'to ascend or descend, and may be generally balanced in a horizontal plane in the 4direction of the longitudinal axis of the apparatus. In addition to these planes, I provide Vertical planes or direction rudders, by means of which. the direction from right to'left is changed, and in which thedirection of the apparatus is preserved, irrespective of forces tending to swerve it from its direct path, which may be caused by the leveling effect of the stabilizin def vices. These vertical planes, or ru ders, are also s'o arranged that they may be swung athwartship and will act as a brake. Havfing now made these preliminary observations of the complete device, I will now describe inl detail the'eribodiment chosen for illustration.

The 0Lassz's.-The body or back-bone of Vthe chassis isvformed of a box-like, openwork structure, made up of compression and tension elements and additional iilamentous members. The body extends in a substantially horizontal direction from the front to the rear of the chassis. The body is indicated in Figs. 1 and 2 by a. In Figs. 1 and 2 the main plane b is shown andthe auxiliary planes c. Reference being had to Fig. 2, it will be observed that there is a superposed plane b above the main plane b. This superposed plane is fixed in relation to the chassis, but 1t may be movable. The

main plane b is in two sections. d are thel vertical rudders. In the same views, erep resents the engine, f the propeller, g the front wheels, and la, the rear wheels. Two propellers are illustrated in Fig. 11a. The details of the chassis are best shown in Figs. 4, 5, 6 and 9. The body comprises four longitudinal members l, 1 and 2, 2, 1, l being the upper members and 2, 2"the lower members. These members I prefer to so arrange as to make V`the body of substantially rectangular cross-section. Fig. 4El shows a body of triangular cross section. As the most suitable material, I prefer to use spruce. The upper members 1, l, at the rear end of the body, ycurve downward, asy

shown in Fig. 5, producing a support for the rear wheel h. The lower members at the rear of the frame curve u ward and out ward, producing a support or the bearings, upon which is mounted the auxiliary plane The front end of the frame is formed 'of an arch or hoop 3, the two lower extremities-'being connected to the ends of the lower members 2, 2, and its curved upper part connected to the forward members of the upper members 1, 1. This arch or hoop 3 serves to support Athe outer bearing of the 'propeller shaft 4. The vfour longitudinal members, viz., 1, 1 and 2, 2, are connected together at intervals by rectangular braces 5, 5 (see Figs. 1 and 2). Details of these braces are best shown in Fig. 9. The lower and inner edges of the longitudinal members 1 and the upper and inner edges of the 'lowernmembers 2 are grooved, as shown in Fig. 9, and in these grooves are attached longitudinal strengthening members 6. The material I prefer to use for these members is hickory. As shown in Figs. 5 and G, for example, these strengthening members 6 are in the form of flattened hoops, or in other words, are continuous between the braces 5, 5, each strengthening member being continuous.- The upper horizontal member runs down the inside of one ofthe members 1, to brace 5; it then runs across such brace to 11, 1l are in one piece.

the inside of the opposite upper member 1, Y

angle, runs across such brace to the inside lof the first upper member 1, is then bent at a right angle and runs to the place of beginning. The strengthening members 6, (3

on the sides and bottom are identical with that just described. The braces 5 are formed integral with the strengthening member G, and are best shown in Figs. 9, 10 and 1l. Reference being had to the right side of Fig. 9, the brace 5 extends upward and is bent to the left, forming a right angle curve, and extends along the upper strengthening member 6, and is secured thereto. Reference to Fig. 11 will show that the strengthening member 6 and brace 5 on the section lines Reference being had to Fig. 10, which represents the crosssection on-the line 10-10, will show that the brace 5 is not integral with the upper strengthening member to which it is secured. Each strengthening member 6, G at each point where it crosses from one longitudinal member to the other, is provided with one of thesebraces 5, the ends of the braces being such that their/ ends abut, producing a continuous frame. The curved portions indicated at 7 `are perforated each for the passage of a bolt 8, as shown, the

head of which is secured to a wire 9 or other filamentous'device crossing to the opposite corner of the brace. These bolts arel provided with nuts, as shown, Aby means of which tension can be put upon the wires.

"Looking at the frame from the side, it will shown, and at the corner is located a bolt, as

8 in Fig. 10, "and at the diagonals are wires 9, 9, as beforey described. These wires are omitted from Figs. 4, 5 and G, in order to avoid confusion, but they are placed in Figs. 1 and 2. These wire braces, together with the braces 5 and strengthening members (3, produce a very rigid and light structure. They also permit of repairs, as it is possible to remove any 4broken strengthening member or rbrace without destroying the entire frame.

The main plane I), b, as described, is formed of tivo parts divided at or adjacent to the center, and as before stated, these planes are laterally movable for stabilizing the structure when in Hight.' They are supported upon a rigid framework, which is attached to and forms a portion of thememset; a

may 'bemalde `of 4m'etal tubing, or of wood., They are bent'upward from the-centerat the correct dihedral angle .and are secured to' the' body; Theseisupports 10 and 1l are connected at their centers to the top of the body a. In addition, they are supported on each side of the body by a .depending frame-like structure'.l 'This'frame .comprises compression andtension members. ing members are shown'best in Figs. .3 and 4.-. `They are formed of a forward bar 12 anda rearbar 13..'v These bars are connected `.tion

to the members 10 and l1 res ectively, and extend downwardandl forwar and meet va third bar 14. This bar 11iis connected to the lower member 2 of the body and extends forward to'a bearing for the axle of the front wheels g, g. The lforward tension bar 12 'comes down tothe member 41li, and is 2d,u curved at this place, as shown in Fig..k 4,

While the :bar 13. enters the joint between 12 and 1li, and the three areconnected together by bolts, as "shown, The lower member 1,4, and the uppermember 12, from the pointfof intersection to their free end, are placed back 'to back, ,and a steel spring or other metallic stra 15 is inserted between the'. two parts. 4T e forward end of this stra-p is bent varound .the bearing of theaxle for the wheels g, g. This strap imparts elasticity to the forward endvof the'member 14., and allows themembers to l.bend when the device alights, preventing jars or shocks,

and when it .bends fsuilicientlynthe load will be taken up directly by the lmembers lli'engaging with the ground acting .as a skid or sled.v In 'addition to the compression bars 12 and 13, the plane supports 10`and 11 are further supported 'by Wires or other filamentous members 16, 16, such members connecting at about the intersection of the bar 12V with the member 14C. f

The rear end of thechassis will now be described, reference being had to Figs.y 5, 6 and 8. f f v As already stated, the flower members 2, 2,

at the rear of the frame, are spread apartv and upward to form supports vfor the bearings of the plane c, while the upper members 1, Al are bent downward to form va support for thebearings of the wheel h. In addition tothe 'bent down upper members 1, 1, a brace 17 is on' each side, such vbrace extending to the end of thechassis, and being connected to the lower face of the upper member 14 at its rear end.. ln addition to these, a vertical member ,.18 extends upward to the freeends of the lower members 2, .2, at the' bearings 19, for the support ofthe rear plane c.y Therear wheel h is supported in a frame 20, such frame being pivoted at 21, and being held'downward by elastic devices 22.. Bands of soft yrubber may be emplo/edfor this p.i'urpose.4 The rear por# 'llhe compressthe frameiit@ encircles the rear wheel,.

tubular form. The ends ofthe axle of the l wheel h li'e within this tube, .and the wires lwhich'are used to steer the rear wheelalso lie within the tube, being supported in posiftion 'by .means of pulleys orwheels 23, the Wire being shown at 24. i lin addition to the parts already described, 'there is a frame or bracket k25 on each side forsupporting the vertical planes or rudders gal, d. These brackets are .formed of members at 'right angles to the longitudinal v,plane of the chassis, Aandbracing-:members f diagonal thereto, asbest shown in Fig. 6. In addition to the parts described, there are necessary supports for the motor and also fthe seat for the aviator, and also the liquid fuel tank 27. j

'The ,main supporting plana-The details of this plane are l.best shown 'in Figs. 18-23 inclusive. The plane, as described, is made in two sections, one on each side of the gchassis, land it surrounds or incloses the members 10 and 11, and slides upon the latten fpiece similar tothe auxiliary. plane which will be described l ter. Each section of the plane is .formed of an envelop or skin28, lrnade of :a suitable material, stretched over lan edge member 29, inade .preferably of Wood, and in addition to this edge member, which extends from the front edge of the plane around the outer end and along theback edge, .are vtop'andbottom transverse fmembers 30. These members are connected iat their .ends to the edge member 29 and intermediate of their ends by braces 31. These `braces are the requisite length, so that the Lpla,` es will have the desired cross-section.

It may, however,1bemade inone u Th' Aproduces a light, strong and rigid 105 shown as formed of tubing` of circular crossy zsection. The transverse member 1s shown 1n Fig. 22 of E cross-section. A tube 32 is supported within the plane, and this tube surrounds the member 10. The weight of the fplane `is supported upon rollers 33, carried .1n brackets (Fig. 22.), Asaid brackets being secured to the transverse members 30, 30. "On the other side of each transverse member a portion of the tube y32 is struck up at 3ft, back of the base of the roller, securing the tube to the transverse member. The tube 32 is provided with slots 35, for the passage of the stays 16, 16, and bars 12, 13. The skin or envelop is also provided with slits at these point-s, so as to permit Athe plane to be slid along the members 10 and 11. The connection with the member'11 is .similarto that of member 10, but, owing to the factthat the plane at this point -is too narrow to accommodate a member"l of circu'- 23) is of flat cross-section. In addition to the wheels 33, 33, which engage upon one side of members 10 and 11, additional wheels 36 are provided to take the thrust in a direction at right angles to thewheels 33, 33. The auxiliary plane o is built up substantially the same as the main plane, and is supported upon a single shaft 37 (see Fig. 15). This plane is provided-with a tube 38, which surrounds the shaft 37, and is supported upon the same by rollers in the same manner as the main plane is supported upon the members 10 and l1. The stabilizing devices.-The main plane is moved from side to side in order to stabilize the apparatus when in flight; It is apparent that if the apparatus has a tendency to fall tothe right, and if the planes be moved to the right, the center of gravity will be shifted, under the center of support, to the left, thereby causing a downward thrust on the left, which will counter-balance the lowering tendency on the right. The lowering tendency on the left will be made by moving the plane in that direction. One way of moving the plane for stabilizing is shown in Figs. 12, 13 and 14. The two sections of the plane are connected by a rack 39, which engages with the pinion 40. As the two sections of the plane are cocked up at an angle necessary vto the dihedral position, the rack 39 is made flexible, and in sections, jointed together, las shown. The joint is shown in Fig. 14, connection between Svthe sections being made by means of pintles 41. The rack is held in contact with the pinion 40 by rollers 42, supported within a frame 43. It is apparent,'by rotating the pinion 40 in either direction, that the rack 39, and with it the sections of the planes,

will be bodily moved from the right to the left, or vice versa.

The means for actuating the pinion 40 is best shown in Fig. 4. The pinion 40 is mounted upon a shaft 44, the other end of which carries a sprocket 45. Over this sprocket 45 passes a chain 46, which in turn engages with a sprocket 47. 'Lhis sprocket 47 is mounted upon a sleeve 48, which is mounted upon a shaft 49. This shaft 49 is mounted in suitable bearings in the body and is provided with a hand-wheel 50, by means of which the aviator can turn the shaft 49, the sleeve 48 and the sprockets, chain and 'pinion 40. and with it the rack. The sleeve 48 is splined or otherwise connected to the shaft 49 so that it,will be rotated by the latter, but the shaft will be free to be moved longitudinally, without moving the sleeve, a device (not shown) being provided to keep the sleeve from moving longiings 19, which are attached to the rear-extremities of the lower longitudinal members 2, 2. The bearings 19 are best shown in Figs. 17 and 17a. The shaft 37 is provided with a collar 51, in the bearings, so that the shaft cannot move longitudinally. The tubes 38, which are carried by the plane, are splined or otherwise attached to the shaft 37 so that they turn as the latter is turned. A section of the tube 38 is provided with a rack 52, such rack extending around the portion of the periphery of the. tube, and this rack engages with the pinion 53. This pinion 53 is mounted on a shaft 54, and on the other end of the shaft vis the sprocket 55. A chain56 passes over this sprocket. To the ends of the chain are ata chain 59, which engages with a sprocket gear 60, such sprocket gear being carried upon the sleeve 48 and turning with the latter. Itis apparent, therefore, that as the main plane is laterally shifted for stabilizing, the auxiliary plane will be, similarly moved, through the agency of the wires 57, sprocket and gear 53, whichy will mesh with the rack 52,' and thereby move the plane athwartship, or laterally. A

The auxiliary plane tilting meolLanism.- The mechanism for tilting the auxiliary plane, by which vertical steering will be produced, is as follows: It consists of means for rotating the shaft 37, and with it the auxiliary plane. The shaft 37 is provided wit-h a sprocket wheel 61 (see Figs. 1'5 and 5). A chain 62 engages with the sprocket wheel, and at t-he ends of the chain are wires 63.A These wires pass around guide pulleys 64 and lead to the forward part ofthe chassis to a chain 65. This chain 65 passes around a sprocket wheel 66, on the shaft of which is a pinion 67 (see Fig. 4). This pinion 67 is engaged by a circular rack 68, carried upon the shaft 49. A circular-rack is chosen so that its teeth will always be in engagement with the teeth of thegear 67. It is apparent that by longitudinal movement of the shaft 49 the engagement of the teeth of the rack 68 and the teeth of gear 67 will rotate the sprocket 66, will vmove the chain 65, and through the agency These rudders, as already stated, are so a1.

ranged that they may be swung around athwartship to act as a brake, which is useful particularly in making a descent. The mechanism for moving the rudders, when used as rudderaperse, is' as follows: Each rudder is provided with an arm 69 -on its inner face immediately behind its'point of pivot. To each arm is connected a rod or link 70. The inner ends of these arms or links are pivoted to a block 71. This block is mounted upon a swinging arm 72y (see Fig. 5). This arm 72 is mounted at 73, so as to turn about a Yertical axis. The shaft 73 is provided with a sprocket wheel 74. Around this sprocket wheel is a chain 75. Connected to the chain are wires 76 leading from the rear of chassis to the foot steering lever 77. It is apparent that 'the movement of this foot steering lever will turn the shaft 73 and swing the swinging arm 72, and the rudders, through the connections of theI arms or links 70, will be turned upon their, pivot. In addition to this1 steeringmeans, means is also provided for simultaneously turning the rear wheel for steering. This is made possible by providin g a yoke 78 upon the shaft' 73, and connecting the ends of the same to the wires 24. It is, therefore, apparent that the rear wheel will be turned in a proper direction at the same time that the rudders d, d, are turned for steering.

The means for manipulating the rudders d, d, so that they act as a wind brake is as follows: The block 71 is so mounted upon the swinging arm 72 that it may be moved 4toward the rear, thereby acting upon the principle of a toggle with the arms or links 70, andV simultaneously turning the rudders d, d upon their axis so as to bring them square across, as shown in dotted lines in Fig. 6. The means for actuating the block 71 comprises a chain 7 9, which passes around a wheel 80 upon the rear extremity of the swinging arm 72; The ends of this chain are connected to wires 81, 81, which lead forward to a lever 82, within convenient reach of the aviator.

For the purpose of applying a brake to the front wheels for use when landing, I

provide a band brake 83 upon the front Wheels, said band brake`being actuated by a wire 84, which is connected`to a suitable lever. I prefer to utilize the lever 82 for this purpose, so that as the rudders d, d are turned to form a wind brake, the band brake 83 will be simultaneously applied.

My invention may be modified in many ways, Fig. 24 showing a structure in which a rigid rack is used. in place of the jointed rack 39 shown in F ig. 12. This rigid rack 85 is connected to the arms, such arms and supporting members 10 and 11 being curved, so as to get the correct dihedral angle.

If desired, t-he main plane can be made in one piece, similar to the auxiliary plane. The plane 5"', whei added to the structure shown in Figa. 1, produces a biplane, as shown in Fig. 2. It increases the capacity of the machine, without changing its lineal dimensions, or the general arrangement of frame and planes. More than one additional plane similar to the plane b may be added. These added planes may be stationary or they may be duplicates of the main plane and will, therefore, be adjusted laterally. The engine e I show in Fig. 4 as provided with a starting crank 86, such crank being adjacent to the seat 26 of the aeronaut. I also provide a driving mechanism with a clutch 87, such clutch being actuated by a lever 88, also within convenient reach of the aeronaut. By this device, the engine can be cranked and started when in' flight. It may also be cranked and started when the machine is at rest, and the device started up after the engine is going, by application of the clutch. I" provide the fuel tank 27 with a level gage 27 also within view of the aeronaut, so that he can at all times know the condition of the fuelsupply.

' In the structure shown in Fig. 11a, there are two propellers, one on each side, and behind the main planes The auxiliary plane c is in front; the steering rudders d, d are behind the propellers f, f, and in addition there is another plane 89 to assist in balanc- 2 ing. This arrangement has some advantages over the one which travels in the other direction, one advantage being that it will rise from the ground with greater ease.

It will be apparent from the general vdescription of my invention that the main support-ing planes have no Wing tips, sliding panels or warping surfaces, and that the de- Vices can be stabilized without changing the angle of incidence of the planes with respect to the longitudinal or transverse aXi's. It is also apparent that the apparatus is free from 'the tendency to turn from the true line flight during stabilizing, as is the case with wing tips and warped surfaces. The device is also stabilized, and may be used to land during a t-urn, without cutting off the power. The ent-ire device is small, compact, economical to construct and is capable of being housed in close quarters without being taken apart.` My controlling devices have varied advantages, as they may be operated by one hand, leaving the other hand free to actuate the motor, control the fuel or apply the brake. A further advantage of my device is that it can be stabilized without the use of a vertical rudder, the latter being for direction steering only.

In accordance with the provisions of the patent statutes, I have described the principle of my invention, together with the apparatus which I now consider to` represent the best embodiment thereof; but I desire to have it understood that the apparatus shown is merely illustrative and thatl the invention can be carried out in other Ways.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

l. An aeroplane having a frame, a sustaining plane, and a balancing plane, said planes being separately connected to the frame, and having mechanism by which they are moved from side to side to obtain stability. 2. The combination in an aeroplane of a frame, a main plane and a balancing plane, separate connections from the two planes to the frame, means for simultaneously moving the tivo planes from side to side to maintain stability.

3. In an aeroplane, in combination with stabilizing and vertical steering planes, means for actuating the planes, said means comprising a shaft, bearings for the shaft permitting longitudinal and rotary movement, manual means for rotating the shaft, a .circular rack on the shaft, a gear engaging with the rack, and connections between the gear and vertical steering plane, and connections between the shaft and the stabilizing plane.

4. In an aeroplane, the combination of supporting planes and propelling mechanism, of a frame, said frame having an elas.

tic extension extending in the front, a wheel carried on the front of the said extension,

said extension having a portion which comes into Contact with the ground when the skid is iiexed, forming an elastic skid for alighting.

5. The frame for an aeroplane which comprises a skeleton cellular structure comprising longitudinal through members, and bracing members bent to rectangular form, such bracing members lyin between the through members both longitudinally and laterally. l

6. An aeroplane having a frame, supports thereon, and double surface planes sliding on the supports, the said supports lying between the surfaces, and. anti-friction devices interposed between the planes and the supports, said devices lying between the surfaces.

7 An aeroplane having a frame, a wheel and a brake for the wheel, and a Wind brake, and means for simultaneously actuating both brakes,

8. A flying machine having a controlling shaft, a circular rack on the shaft, a gear meshing with the teeth of t-he rack, connections operated by the gear for controlling the angle of incidence of the machine, and independent connections controlled by the rotation of the shaft for controlling the stabilizing of the machine.

This specification signed and witnessed this first day of JMpril, 1910.

JOHN THOMAS SIMPSON.

Witnesses:

LEONARD H. DYER,` JOHN L. Lo'rscH. 

